Extracts from The History of North Atlantic Steam Navigation, by Henry Fry, 1896

In 1894 there arrived at New York from Europe 879 passenger vessels, 96
fewer than in 1893. (From page 291)

Number of Cabin
Passengers

Number of Steerage
Passengers

1891

109,023

445,290

1892

120,991

388,486

1893

121,829

364,700

1894

92,561

188,164

For the principal lines these were:

Cabin Passenger

1892

1893

1894

Cunard

16,052

18,462

18,362

American

14,069

14,374

13,560

White Star

14,025

13,328

11,520

North German Lloyd

17,749

16,058

12,049

North German Lloyd,
Mediterranean
service

2,372

1,840

Hamburg

13,094

9,594

French

10,205

7,409

Red Star

7,013

4,513

"...the number of trips was nearly double, making the average per trip, of
course, much less. Of cabin passengers the Cunard carried 328 per trip on the average, the
American 283, and the White Star 221." (From page 292)

White Star Line

From Pier N.R. foot West 10th Street, New York to Liverpool, calling at Queenstown, every
Wednesday. Rates, 1st cabin, on Teutonic, and Majestic, $90, $100, $125, $150; return 10 per
cent. off double rates. 2nd cabin, $40 and $45; return, $80 to $90. Steerage, $10. Summer rates
from new York, 18th April to 1st August. From Liverpool, 1st may to 1st November.

American Line

From Pier 14, North River, New York, and Pier foot Grand Street, Jersey city, to Southampton
every Wednesday. From Southampton every Saturday. Rates, to or from Southampton, London,
or Havre, 1st cabin, St. Louis, St. Paul, $85 and upwards; return $153 and upwards, on New
York or Paris, $85; return $153 and upwards. Servants berthed in 1st cabin, $75 each way. 2nd
cabin, $45; return $90 on Berlin and Chester, $70; return, $126 and upwards. 2nd cabin, $35 to
$60; return, $70 to $120. Trunks for state-rooms not to exceed 15 inches high, 2 feet wide, 3 feet
6 inches in length. Steamer's chairs, 50¢. Steerage, $10 out, prepaid, $15. Return tickets good on
Red Star Line. Swift steamers run daily Southampton to Havre under six hours. Through rates to
Paris, 1st class $5. 2nd class, $3.50. Passengers baggage bonded through to Paris without
examination in England. Express train leaves Havre at 8 A.M., due at Paris at 11.30 A.M.
Summer rates, from New York, May 1 to July 31. From Southampton, July 16 to October 18.

Allan Line

From Montreal to Liverpool at daylight every Saturday, and Quebec following morning. All
steamers call at Rimouski and Londonderry except ss. Laurentian and ss. Numidian, and these
steamers sail from Quebec on the Saturday afternoon. Rates, 1st cabin on Parisian, $50, $60, $75,
$90; return, $100, $110, $135, and $162. Other steamers, $50 to $60; return, $100 to $110.
Clergymen and their families, rebate of 10 per cent. on $60 rate. Children under two years, free.
2nd cabin to Liverpool, Glasgow, Belfast, or Derry, $30; and return, $55. Children under one year
outward and prepaid, free. Steerage, from Montreal to Liverpool, London, Queenstown, Derry,
Belfast, or Glasgow, $15; prepaid to Quebec, $15. Bedding and all neccessary utensils provided
free by both services.

Passengers go on board between 8 and 10 o'clock Friday night.

The Laurentian carries 1st cabin passengers only on the eastbound passage.

Bicycles $2.50, Dogs $5 to $15. Baggage conveyed from landing stage to railway station at
Liverpool free of charge for passengers going to London.

Anchor Line

From Pier 54 N.R. foot of West 24th Street, New York, to Glasgow, calling at Derry. From New
York Saturdays. From Glasgow Thursdays. 1st cabin, $45; return, $90. Children under two years,
free. 2nd cabin to Liverpool, Glasgow, or Derry, $25; return, $50 (under one year, free). Steerage,
to or from Liverpool, Glasgow, Derry, Queenstown, $10. Prepaid, $15. Infants free; prepaid; $3.
Utensils and bedding provided free. By City of Rome, 1st cabin, $60 to $100. Return, $120 to
$180. 2nd cabin, $25 and $30. Return, $50 and $60.

Dominion Line

From Montreal to Liverpool. SS. Labrador and ss. Vancouver at daylight on the Saturdays of
sailing. Quebec at 2 P.M. same days. On ss. Oregon, Mariposa, and British Prince at daylight
on the Fridays of sailing and Quebec at 2 P.M. same days. Passengers go on board evening
previous to sailing. Rates, 1st cabin on Labrador $60, $75, $90; return, $100, $110, $135, $162;
on ss. Vancouver, $50, $60, $75, $90; return, $100, $110, $135, $162. On ss. Oregon,
Mariposa, and British Prince, $50, and $60; return, $90 and $110. Children under two years,
free. Clergymen and their families a rebate of 10 per cent. except on lowest rate. 2nd cabin, $30;
return, $55, to Liverpool, Glasgow, Belfast and Derry. Children under one year, outward or
prepaid, free. Steerage from Montreal, $15, to Liverpool, Derry, Glasgow, Belfast, or London,
prepaid, $15. Bedding and utensils free. Infants, outward or prepaid, free.

The ss. Mariposa and British Prince do not carry second cabin or steerage passengers. Baggage
conveyed from landing stage to railway station at Liverpool free of charge for passengers going
to London.

North German Lloyd SS. Co.

From Pier foot 2nd Street, Hoboken, to Bremen, calling at Southampton, every Tuesday and
Saturday.

Express Service.-1st cabin to Southampton, London, Havre, or Bremen, $60 to $100; return,
$134.80 to $196.30. To Paris, $5 additional. 2nd cabin, $50 and $60; return, $100 and $110;
steerage to Bremen, $16 to $18, prepaid, $25 to $32.50; return, $38 to $47.50, London or
Southampton. Extra steamers to Bremen direct, 1st cabin, $50. Infants, $2 each way. (I) Summer
season, May 1 to July 15. From Bremen or London, August 1 to October 15.

(I) New York to Southampton, seven days and less; Southampton to London, special train in two
hours; Southampton to Bremen, twenty-four hours; Paris, Havre, twelve hours. Stop over
privileges at Southampton. Steamer for Havre leaves Southampton daily at 11 P.M.

Mediterranean Service.-Rates, 1st cabin, $80 upwards; return 10 per cent. off return ticket. Stop
over privileges allowed. Tickets good to return by Hamburg-American Packet Co.; all steamers
stop at Gibraltar. No 2nd cabin from New York. Under one year, free. Steerage includes wine and
bedding. Italian ports, $20 and upwards.

Trunks should not be over twelve inches deep.

Hamburg-American SS. Co.

Express Service.-From New York (Hoboken, N.J.) To Southampton, London, Havre, and
Hamburg, every Thursday. Children between one and twelve years, half price. Servants receive
2nd cabin accommodation, but have access to 1st cabin.

Steamers go straight to dock at Southampton. No transfer by tender. Tickets to Paris viâ
Southampton and Havre (boats daily). 1st class, $5; 2nd class $3. Time to Paris, twelve hours.
Special train to London under two hours.

Regular Service.-From New York to Hamburg direct: five new twin screw mail and other
steamers every Saturday. 1st cabin, $50 and upwards; return, $100. Intermediate, by the twin
screw steamers, $27.

Improved Train Service at Liverpool(From pages 312-313)

Transatlantic passengers now find a long-felt want supplied in Liverpool, as they are able to
proceed by rail direct from the landing stage by the London and North-Western Railway to
London and other places, thus avoiding the trouble of transit across Liverpool in buses and cabs.
A commodious new station will shortly be opened at the Liverpool landing stage, and passengers
will pass at once into the London and North-Western trains, which will be in waiting for their
accommodation, ready to start right for London. These trains will be composed of the dining
cars, corridor cars, and saloon carriages. The corridor cars are divided into sections, and the other
saloons will be found to be most convenient for private parties. These special cars and
compartments may be engaged, and seats may be reserved in the corridor and dining cars, on
application to the railway company's officials, who meet all steamers at Queenstown, and at the
landing stage, Liverpool. Similarly, the London and North-Western special trains, which are run
from London to connect with steamers sailing from Liverpool, will travel direct to the new
station at the landing stage there, and passengers will simply have to walk across the stage on to
the tender. Later on, when the lengthening of the landing stage is completed, the ocean steamers
will come right alongside the stage, and thus even the inconvenience of conveyance to and from
the steamer by tender will be avoided.

Poor Steamship Business.

("Holland" in Philadelphia Press.)

Those who have recently returned from Europe are telling with a good deal of interest of the very
great and expensive improvements which the a abandonment of Liverpool as it European
terminal by the American Line compels. When the American Line made Southampton its port,
Liverpool was mightily alarmed, and its commercial interests saw that unless great sums of
money were expended in improving the landing facilities at Liverpool, that city would be likely
to lose other transatlantic lines. The work has been done at enormous cost, and it is claimed that
it is so done as to make it possible for passengers and mails to reach London by the Liverpool
route more quickly than can be done by the Southampton one. When these new facilities were
thrown open with formal ceremonies on Wednesday, week before last, Mr. Ismay made an
astonishing speech. He said that he had learned that in the year 1894, on a capital of over
$24,000,000, representing seven companies in the transatlantic trade, all of them with their
American port at New York, not one penny dividend was paid, and that of these seven
companies, four had not paid a dividend in the last three years, while the amount earned was
insufficient to meet the shrinkage of capital resulting from a depreciation of the steamship. While
it was known here that the earnings of the transatlantic steamships were so inconsiderable,
competition being so great and business so divided as to make it unlikely that any new steamship
lines would be established, still the impression was that the condition was not so bad as it was
represented by Mr. Ismay in his speech to be. While he did not say it in so many words, yet he
intimates that the improvement in the dock facilities, and the shortening in the time from
Liverpool to London, would be likely to result in economics which might make it possible, with
improved business, for the steamship companies to do better than they have since the Baring
failure.